Introduced in April 2009 as a '10 model, the fifth-gen Camaro is the newest entrant in the Big Three's renewed ponycar wars. Despite the car's late start, loyalists aren't taking a back seat to anyone; they've been beating on the cars, finding what goes wrong, and applying good old hot rodding engineuity to fixing the issues while giving the other guys a run for their money. Still, the new chassis remains a work in progress. Expect big improvements in the top driveline offerings for '12, but in the meantime, here's the scoop on the cars as they are now configured. Our consultants include hard-core Camaro specialists Lingenfelter Performance Engineering (LPE), Livernois Motorsports, IPS Motorsports, the School of Automotive Machinists (SAM), and other insiders. All quoted power levels except for the stock factory ratings are at the rear wheels. Remember, there is at least a 15 percent loss through the drivetrain with a manual trans, up to 20 percent with an automatic.

2/11Capital punishment: As seen at HK Enterprises, the untimely demise of a supercharged ’10 Camaro block pushing 700 hp to the wheels on the stock rotating assembly. It disintegrated a piston, and the rod that was left did all the damage. Detonation is a death sentence for stock hypereutectic pistons.

Engine

6.2L (376CI) LS3 (Manual Trans)
The LS3 is factory rated at 426 hp and 420 lb-ft of torque for manual trans cars. Currently this is the preferred combo for serious performance upgrades, as it does not have variable camshaft timing (VCT) or active fuel management (AFM or cylinder deactivation).

3/11Capital achievement: As of late 2010, Lingenfelter’s stout ’10 Camaro has run a best quarter-mile e.t. of 8.997 seconds at 158.80 mph. Power is from a 1,243hp (at the wheels), LPE-built, supercharged GM 6.2L LS9 and a two-stage dry nitrous oxide system. It’s backed by an RPM Transmissions–built TR-6060 six-speed and a 4.10:1, 9.5-inch IRS.

4/11Can’t spin this one: Don’t expect the stock balancer to last at high rpm or with big stroker cranks. This unit went unhinged on an LS3-based, 468ci stroker at 7,000 rpm. Time for an SFI-certified unit!

Fuel system upgrade (various): Install larger injectors at 450 to 475 hp. For over 6 psi boost or 500 hp, use a voltage booster. Upgrade the stock pulse-width-modulated nonreturn fuel pump at 575 to 620 hp. Livernois and LPE have dual-pump systems adequate through 750 to 800 hp. Beyond that use dual or triple high-capacity pumps and a return-style fuel system.

6.2L (376 CI) L99 (Auto Trans)
The 400hp/410-lb-ft L99 is used in V8 Camaros with an automatic. With both VCT and AFM, it's harder to modify in stock form. Short-block problems are similar to the LS3.

AFM problems (450 hp, 0.500-inch-lift cams, or high rpm): Half the lifters and their corresponding cam lobes are unique. Comp and LPE offer AFM-style cams, but they're limited to 0.500-lift because the special lifters don't work with a reduced base circle. If you raise the rev limiter beyond the L99's 6,200-rpm limit and then run up against it, Jannetty Racing says the AFM lifters will fail. Best option: Reprogram the ECU to delete AFM, then install a conventional cam and lifters.

Transmission

6L80 Six-Speed Automatic
This new-gen GM trans is so sophisticated that it has a separate computer (TCM or transmission control module). Incorrect TCM tuning causes more problems than hard-parts failures.

6/11Break-fast: The mainshaft on about 10 percent of TR-6060-equipped Camaros produced within the first 25,000 VINs can break just ahead of the 27-tooth output splines (right). The ultimate fix is available from The Driveshaft Shop and RPM Transmissions: a custom 9310-steel ’shaft, available with either GM 27-tooth or (shown, left) Ford 31-tooth output splines.

TCM calibration: Reprogramming is required when changing engine rpm range, shift points, or rearend gear ratio. A significant power change increases engine acceleration rate, which changes the amount of trans slip; both impact when the shift needs to occur compared with when the TCM calculates it should occur. HPTuners has reprogramming software.

TAPshift lag: When enabled, on-demand manual gear changes are made via steering wheel paddles. TAPshift permits holding a specific gear around a road course without fear that the trans might upshift or downshift during a turn and destabilize the car. It also works well for a burnout, but input lag creates straight-line acceleration issues; for drag racing, reprogram to upshift automatically at a desired shift rpm.

Torque management damage: Disabling torque management completely can cause failures. LPE says, "With a clutch-to-clutch trans like the 6L80, some torque management is needed to reduce the torque momentarily and allow time for the clutch for the desired gear to engage."

Torque converter (500-plus horsepower): LPE reports zero failures, IPS is confident through 500 hp, and Livernois says it has "a stock converter in a '10 Camaro that makes over 750 hp with close to 100 quarter-mile runs along with street driving." Precision Industries, TCI, Yank, and others sell high-stall converters. A triple-disc converter and custom trans tuning will ensure the converter stays locked up in Overdrive even on high-power mills.

Mainshaft breaks (random): On some early production '10 Camaros, the mainshaft can fail ahead of the output splines due to an overly large machining radius. Although 475 hp is probably the critical risk point, RPM says it can sometimes "fail bone stock, even with factory-original tires." GM's fix is a redesigned chamfer, improved metallurgy, and a different heat treat. The new 'shaft can be retrofitted, but that requires a complete teardown. Reference GM service bulletin PIP4666.

Rear support bearing upgrade (650-680 hp): Unlike some other TR-6060s, the Camaro version lacks a rear support bearing. The Camaro extension housing is machined for the bearing, but it is not factory installed. Livernois advises adding the bearing over 650 hp. The bearing, plus an improved 9310-steel mainshaft machined for it, is sold as a kit from RPM Transmissions and The Driveshaft Shop.

Synchro blocker ring (525 to 625 hp and/or abuse): Early production has brass rings, while later has carbonized rings. Carbon is more forgiving, but brass rings are stronger if you're a hot shoe.

Clutch problems (600 hp): Although SAM maintains that "bone-stock power will take the clutch out running on sticky tires—even a drag radial," most other sources say serious clutch problems start around the 600hp to 650hp level. Upgrade as appropriate to aftermarket clutches. LPE runs a triple-disc RPS carbon clutch in its 1,240hp drag car.

Hydraulic clutch actuation issues: IPS has seen soft clutch engagement and difficulty getting the car in gear after multiple dragstrip passes. Apparently heat buildup causes a clutch fluid viscosity breakdown. Bleed the system often and use a higher-quality clutch fluid.

IRS and Driveshaft

The V8 Camaro's IRS (independent rear suspension) has 218mm (8.58-inch) rear gears and a clutch-type limited-slip diff. The gears are unique. Stock ratios are 3.27 or 3.45:1; Richmond has 3.70 and 4.10:1 ratios. The current stock rear is marginal for serious high-perf use.

8/11Kicked in the ass: On its third dragstrip launch running Hoosier slicks, this aftermarket 4.10:1 8.58-inch-rearend gearset failed at 730 hp.

Halfshafts break (wheelhop, 500 to 600 hp): The more severe the wheelhop, the sooner the drive axles break. The stock computer calibration limits axlehop, but that also limits performance. Knowing when to back off the throttle is the cheap fix, followed by lighter-weight wheels and tires (because they have less inertia), and ultimately stouter aftermarket axles.

Posi problems (various): Jannetty says the stock Posi is weak: "It's prone to one-legger burnouts; the breakaway torque is way too low." Its Posi mods include upgraded clutch packs and a different preload spring. With a tuned Posi and revised internal gear preload, clearances, and patterns, the stock rear can take up to 750 hp, but 650 hp is more realistic for daily driving.

Driveshaft issues (over 5,000 rpm): Most report that the stock two-piece driveshaft is surprisingly robust. LPE's 9-second Camaro uses a shortened, stock, two-piece 'shaft, but with an improved center support to prevent the middle slider from twisting and binding. However, The Driveshaft Shop maintains that "anything with a slider is unstable over 5,000-rpm driveshaft speed." Its solutions range from a stouter two-piece unit with a CV joint or a one-piece aluminum or carbon-fiber 'shaft.